Controlling device for antiskid means for vehicle brakes



S. KELLER NG DEV ICE FOR ANTISKID HICLE B RAKES March 16, 1954 H s w v J W F J N ah @7 7 a w R o T N E V N I iegfried Ke//er 05 I dhxwh /glalL ATTO tLNEgs Patented Mar. 16, 1954 CONTROLLING DEVICE FOR ANTISKID MEANS FOR VEHICLE BRAKES Siegfried Keller, Effretikon, Switzerland, assignor to Machine Tool Works Oerlikon, administration company, Zurich-Oerlikon, Switzerland, a

company of Switzerland Application June 12, 1951 Serial No. 231,160 2 Claims. (Cl. 264-1) 1 The invention relates to a controlling device for anti-skid means for vehicle brakes, particularly for railway train brakes, which comprises in known manner two rotating parts driven by a vehicle axle and which are rotatable relative to each other from a normal position against the action of restoring forces, and which possesses valves each one of which can be operated in one or in the other sense by the relative movement of the two parts.

In the known controlling devices of this kind the rotation of the two parts relative to each other is transformed into axial movements which then serve for operating one or several valves. This system has several disadvantages which reside on the one hand in the friction caused by the parts necessary for the transformation and on the other hand in an increased susceptibility to malfunctions due to rusting and dirt. The latter disadvantage is of particular importance if the control device is arranged as is often customary today in the casing of an axle bearing where sufficient lubrication presents difficulties.

It is an object of the invention to avoid these disadvantages by a simplification of the design of the control device. In accordance with the invention this object is attained by arranging valves in one of the two parts, the valve bodies of which are movable in the direction of the circumference of this part and are connected with the other part in such a way that on rotation of the two parts relative to each other one or the other of the valves is actuated by the movement of its valve body.

In the following, an embodiment of the invention is described with reference to the drawing in which,

Fig. 1 is an axial section through the controlling device with a valve connected thereto,

Fig. 2 is a cross-section along the line IIII in Fig. 1.

In the casing 5 into which projects the end of a vehicle axle not shown in the drawing of a railway car, the shaft 6 is rotatably mounted by means of the two ball bearings 1. On the right hand end in Fig. 1 of the shaft 6 the resilient coupling piece 8 is attached through which the rotation of the car axle is transmitted to the shaft 6. The disk 9 is rigidly connected to the shaft 6. The body H is rotatably mounted on the shaft 6 by means of the two ball bearings I2. The body I! is fitted with a cylindrical cavity I3 which houses the disk 9. For rotating the body II the latter is provided with 33 is connected to a bore 32 a fixed pin it projecting into an opening I5 disposed at the circumference of the disk 9.

In the disk 9 two bores I6 are provided the common axis a-a of which intersects the pin 14 near its lower end at a right angle, and into each of which a hollow body I! is screwed by means of a nut it. Each of these bodies forms a seat 23 for a movable valve body It and a guide 2! for a pin 22 carrying the valve body. The ends of the pins 22 project into the opening l5 and contain between them the pin it with small play. Helical springs 24 normally press the valve bodies It against their seats 23. One bore 25 each connects the interior of the two hollow bodies I! with a bore 23 running along the axis of the shaft 3 and leading into the space 2! of the casing 5. A sealing ring 28 seals the space 2! against the space 29 in which the disk 9 and the body H rotate and with which the inside of the hollow bodies 5? are connected when the valves I8, 23 are open. The bore 3| serves for venting this space. The compressed air duct in the casing 5 which leads to the space 21. The air duct is connected by another duct 34 with the space 35 of the valve 36 as well as via a throttle bore 3! with an auxiliary air container on the car which is not shown in the drawing. The space 35 is closed by a membrane 38 which is connected with the movable valve body 39. The latter closes, in the rest position shown, the space 4| against the atmosphere to which is connected the brake cylinder not shown by means of a duct 4 and connects the space ll with the duct 42 leading to the customary control valve. Below the membrane 38 is the space 40 closed by the former and the separating wall 45. The space 40 is connected with the duct 33 via a throttle bore 46. A spring 43 retains the valve body 39 in the rest position shown if the pressure in the chambers 35 and All are equal.

The operation of the controlling device described is as follows. When the auxiliary air container is charged the spaces 35, 41! and 21 are subjected to the pressure of this container. The valve 36 is therefore in its rest position in which the brake cylinder is connected with the control valve. From the space 2! the compressed air is led to the interior of the hollow body I! through the bores 26 and 25, where it is prevented from escaping by the valve bodies I 9 pressed against their seats. When the car starts moving the disk 9 is driven via the coupling B by the car axle and rotates by means of the pins I4, 22 the body I I. The springs 24 are so powerful that the forces exerted on one or the other of the pins 22 during the accelerations and decelerations of the body H due to normal starting or braking of the car are not suificient to lift the valve body from its seat. However, if the wheel .axle :is locked due .to excessivei'braking aaction, one of the valves [9, '23 is opened, depending on the direction in which the axle rotates. The compressed air in the space 35 of the valve 36 then escapes through the duct 33 and the bores 32, 26, Hand-3;! "to the atmosphere, and the valve 35 is operatedbythe pressure in the space 40 vvbichcan escape :but slowly clue to the throttling'rbore'Afi. -While "the duct 42 from the controlwalveiiszthereby:closed the braking cylinder is vented through the duct 44 and the space 4! to the atmosphere, whereby the brake is released.

Instead of the shown valve 38 controllingithe venting of the brake .zcylinder other arrange- ;ments-oi agenerally known type may beiused. For example, the valve could be kept-closed .by ,the pressure in the braking cylinder during nor- -mal braking actions. The -.vaive could ,also be eeguipped with a device for-artificially lenathem .ingsthe-time during which it is operated to en- .-sure re-acce1eration of the wheel .axle braked to za standstill.

Though the advantages of the invention zare primarily apparent .if the controlling device vis arranged 'in the axle rbearing casing :as-shown .-in the drawing the invention is not limited to this .case. Thecontrolling-device could also be arranged at any-suitable .point .in the .car and =cculd, for example, be'drivenby belt drive or similanmeans.

.I claim:

.1. A rotary inertia.device,.comprising, incmibinaticn, a rotaryrdriving element and a rotary .inertimelement disposed coaxially to said driving-element; apair of opposed valves in-oneof saidelements, each of-said .valvescompri-sing a circumferentially -movable .valve body, a valve sseat, and resilient means normally pressing said -valve bodyagainst said :valve seat, means supplying fluid pressure-tosaid valves; and a stop ,uponthe other one of said-elements, said stop projecting between the valve-.bodiesand forming along with-said avalve bodies and said {resilient means a driving connection between said elements to rotate said inertia element along with said driving element when the acceleration or deceleration of the driving element does not exceed a predetermined value, whereby when the :accelerationror decelerationexceedsssaid pre deter- ,mined value a .relative :rotary smovement takes place between the two elements causing the lift- :ing of one of said valve bodies from its valve seatto provide an escape of said fluid to the atmosphere.

'2. A rotary inertia device comprising in combinationsaifirstzrotary element having a hub part; :a-znon-rotativepart forming a pressure chamber into :which the 'said hub part projects; sealing means dispose'dbetween the non-rotative part and thexhub part to seal the pressure chamber against the atmosphere; a pair of opposed valves in the said first element, each of which is fitted with a circumferentially movable valve body, a conduitinthesaid firstpart for connecting the valvesand "the pressure'chamberfor venting fluid :pressure .from the pressure chamber to the atmosphere when thevaives are opened, sai-d 1.0.0.1 duitleadingiroin-thesaidhub part into the-pressure chamber; *spring means engaging :the @valve bodies to "charge xthem in opposite .direction :and .to normally close the valves; .a-secondrotatable element disposed coaxially ,to thB"SallifilSt element; a stop member forming a partof the said second element and projectingbetween thegsaid valve bodies, said stop .membenisaid valve bodies and said spring means constituting a resilient yielding driving ccnnectionebetweenthe two-elements which, if acceleration'or deceleration -;of the said first elementsurpassesa predetermined value makes possible a rotation qof the second element with respect to the said firstzclement, caused by the inertia of the :second element, whereby oneof the valves .is opened.

SIEGFRIED KELLER.

References ilited in the zfile of this :patent UNITED STATES PATENTS .N umber Name Date 2,322,003 Farmer .Jun,e.1,5 19.43 2,405,382 Volet V Aug. ,6, .1946 .2,53l,05 i .Kelley ,Nov. 21, .1950 

